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15.1.2
15.1.3
15.1.4
15.1.5
The accumulator
15.1.6
15.1.7
Systems pressure
15.1.8
15.1.9
15.1.10
15.1.11
15.1.12
15.1.13
15.1.14
NOTE: whilst working on any fuel system, care and attention should be taken to avoid the petrol
coming in contact with any source of ignition, this can include: hot engine components, High
Tension (HT) sparks and smoking. For further advice on good working practices, see our section
on Health & Safety.
The system may seem very complicated at first, but it can be broken down into specific areas and
fault finding is therefore made easier.
Fuel is delivered from the fuel pump to a metering (or fuel distribution) head and depending on the
engine's temperature, the correct amount of fuel is delivered via the injectors to the engine. The
injectors on this system spray fuel continuously in a fine atomised spray into the inlet manifold.
Cold start and the warm-up period are also catered for by a cold start injector and a reduction in
the control pressure. The idle speed is increased by the auxiliary air valve.
The fuel pump will have the ability to provide a huge amount of fuel from the tank of which 99%
will be returned. Due to the nature of this system, specialised equipment may be needed.
closes the return and maintains pressure within the system, as illustrated in figure 6.1.
The normal operating pressure within this system is approximately 5 bar (75 psi) and at this
pressure the current draw on the pump is 5 to 8 amps. Fuel passing across the fuel pump's
armature will be subjected to sparks and arcing, this on the surface appears quite dangerous, but
the absence of oxygen means that there will not be an explosion!
Some systems operate a small lift pump situated inside the tank. The supply voltage to the pump
in the majority of cases is 12 volts.
Some systems do however operate at 6 volts, and see a higher voltage under cranking to
pressurise the system faster. This voltage reduction is made possible by using a ballast resistor,
which is then by-passed when cranking.
The voltage supply to the pump is via the fuel pump relay.
Fig. 15.1.1
Figure 15.1.1 shows a cross section of a roller cell electric fuel pump.
NOTE: while the connections are correct for certain vehicles, the appropriate pins must be
identified before testing. Certain relays also perform a pressurisation purge by allowing the pump
to run for a second before shutting off, to prime the system.
The location of the relay will vary between motor manufacturers and is in no set position.
When fault finding or fuel pressure testing it will be necessary to have the pump running when the
engine is stationary, this can be achieved by bridging terminals 30 and 87 with a small length of
wire. For safety reasons it is good practice to insert a ten amp fuse into the bridging wire.
If the engine runs for a while but then stops, failing to restart for a few minutes, feel the relay to
see if it is getting warm as this could be the faulty area. Bridging with the fused link wire will
confirm the problem.
CAUTION: do not be tempted to by-pass the relay by bridging between terminal 15 (switched live)
and 87 (fuel pump) as this will start the car, but is potentially dangerous.
slight seepage.
Within the data books for this system, it is shown that the critical time for maintaining these
pressures, is between 5 and 20 minutes. After a journey, when the engine is switched off, the
under bonnet temperature increases causing the fuel in the lines to heat and it attempts to
evaporate.
Maintaining the pressure eliminates this problem and ensures a clean start when the vehicle has
been standing with a hot engine.
Fig. 15.1.2
A typical current draw will generally be between 5 and 8 amps. The current recorded will be lower
if the systems pressure is less than the quoted specifications and higher if the flow of fuel is
restricted in any way, for example: a blocked filter or a damaged fuel line.
Fig. 15.1.3
This system due to the nature of its operation will automatically compensate for different fuel
demands under different conditions. For example if the fuel requirement is low at engine idle, the
plunger will lift and return a greater volume of fuel back to the tank than when the demand is
higher, when a smaller amount of fuel is returned.
When the engine is switched off, the fuel pump relay loses the coil negative signals that energise it
and the voltage to the pump is removed: this subsequent loss of pressure will cause the primary
pressure regulator to close. This action subsequently blocks the return flow to the tank and helps
the accumulator to maintain pressure in the system.
The systems pressure is determined by the tension of the spring reacting against the plunger, if a
higher pressure is required, small shims can be placed behind the spring, changing its effective
length and increasing the pressure. A shim of approximately 2 mm will increase the pressure by
about 10 psi
Located within the pressure regulator is the transfer valve. This component is operated by the
movement of the plunger and opens as the plunger moves off its seat. The transfer valve's
function is to block the return flow of fuel from the warm-up-regulator back to the tank, also
helping to maintain residual or holding pressure.
Metering head
Fig. 15.1.4
Figure 15.1.4 shows the fuel distributor, primary pressure regulator and air flow sensor from
the Bosch K Jetronic system.
The following is a guide to the fuel paths marked by each blue arrow in figure 15.1.4
The amount of lift is proportional to the volume of air entering the engine. The shape and angle of
the cone will determine this ratio.
A neutral plate position is normally level with the bottom of the cone, this is adjustable by bending
a small clip / spring that acts as a stop at the bottom of the unit. The purpose of this spring is to
allow the flap to move beyond its neutral position to allow excessive pressure to escape if the
engine was to backfire, passing a large volume of air back into the air filter housing.
If the system did not have this facility the pressure could split or blow off the rubber air trunking.
Any splits or ill-fitting air hoses that allow unmonitored air into the engine require rectification.
As the airflow lifts the sensor plate this subsequently lifts the control plunger - the higher the lift
the greater the amount of fuel delivered to the injectors.
To adjust the fuel mixture a small 3 mm Allen screw is located within the airflow sensor; this alters
the relationship between the sensor arm and the control plunger. Turning the screw clockwise
enriches the mixture and vice-versa. It should be noted that the screw should be turned in very
small increments and the Allen key should be removed before the engine speed is raised.
NOTE: Failure to remove the Allen key, before starting the engine, can result in damage to the
airflow sensing unit.
The width of these metered slits is only 0.2 mm across and it is this dimension, together with the
plunger height, that determines the fuel delivery rate to the injectors.
At low engine speed the air volume into the engine will be minimal, raising the plunger only a
small amount giving the requisite quantity of fuel for these engine conditions. As the throttle is
opened and fuel demand is higher, the plate raises, which in turn lifts the plunger and a higher
volume of fuel is delivered to the engine to match the air. The lift on the plunger will be
proportionate to the air volume, this will however be exaggerated during the warm-up period when
additional fuel is required by reducing the pressure acting onto the top of the control plunger.
This pressure is called the control pressure (as it controls the lift of the plunger under different
operating temperatures) and is determined by the warm-up-regulator.
The control pressure is tapped off from the primary pressure circuit in the metering head's lower
chamber through a tiny restrictive hole which gives it the ability to differentiate between the two
pressures. A flexible pipe then connects the control plunger gallery to the warm-up-regulator and
returns back to the metering head to a connection next to the primary pressure
regulator's transfer valve. This valve is in the circuit to close the fuel from the control circuit when
the engine is off, avoiding the total loss of system pressure while the engine is stationary.
The internals of the warm-up-regulator are quite simple comprising an inlet and outlet port,
a stainless steel shim, a bi-metallic heated strip and a spring.
The input to the warm-up-regulator flows into a small chamber in the top of the unit, its return is
through a small drilling and back to the metering head. By controlling this return flow it will cause
a change in pressure acting on the top of the control plunger. With a cold engine the flow must be
fairly free giving it a lower pressure. This will allow a higher lift of the plunger which in turn will
enrich the mixture under these conditions. The free flow is obtained by the internal bi-metallic strip
exerting a downward pressure on the spring which decreases the pressure acting upon the shim,
this lower force allows the fuel to flow almost uninterrupted.
As the bi-metallic strip is heated, by either its heater element or natural heat soak from the
engine, the downward pressure acting on the spring is gradually decreased, increasing the force of
the spring, which in turn increases the control pressure.
Typical cold engine control pressure will be as low as 1.0 bar increasing over approx. 10 minutes to
around 3.5 bar. Some warm-up-regulators have a vacuum connection that will sense a drop in
vacuum and lower the control pressure during these acceleration periods.
The voltage supply to the regulator is from the fuel pump relay, because if the ignition was on
without the engine running, all enrichment would be removed as the bi-metallic strip would be
heated prematurely and the driver would not benefit from the cold engine enrichment.
The two pipes that connect to the warm-up-regulator have different sized 'banjo unions' to avoid
them being connected incorrectly. The control pressures quoted are as an example only and
reference should be made to the technical data as these pressures can be specific to the part
number located on the unit's housing.
This unit will have a resistance value of approximately 20 to 26 Ohms.
NOTE: it is important to disconnect the electrical connection to the unit before any pressure testing
on the control circuit is performed as this will prematurely heat the bi-metallic strip and cold
control pressures will not be available.
Fig. 15.1.5
The connections shown in figure 15.1.5, marked with blue arrows are listed below:
Fig. 15.1.6
Fig. 15.1.7
Figure 15.1.7 shows the relationship between the thermo timer switch and the cold start injector.
Fig. 15.1.8
Fig. 15.1.9
When the engine is switched off the fuel pressure drops below 3.3 bar and the injector closes
forming a fuel tight seal, helping to avoid fuel dripping into the inlet manifold.
The spray pattern should be a conical shape and when clean and working efficiently, should emit a
high frequency noise: this is the sound of the pintle 'chatter'.
Fig. 15.1.10